Method and means for automatically applying differential air-pressure to compartments of ships.



F. J. 8; F. 'D. SPRAGUE. METHOD AND MEANS FOR AUTOMATICALLY APPLYINGDIFFEBENTIALAIR PBESSUBE'TO I GOMPABTMENTS OF SHHSQ I I APPLICATION run)In. 15, 1912.

' Patentd0ct.13,1 914.

4 sums-simm- 1.

WITNESSES:

,fiwzwa W 7 ATTORNEY F. J.- & P. D. SPRAGUB. METHOD AND MEANS FORAUTOMATICALLY APPLYING DIFFERENTIAL AIR PRESSURE T0 GOMPARTMENTS OFSHIPS. APPLICATION FILED MAR.15,.1912.

1,1 1 8,257. Patented 001:. 13, 1914.

4 SEEIETSSHEET s.

A TTOR/V E Y 1 PUT. &'F. D. SPRAGUE. METHOD AND MEANS FOR AUTOMATICALLYAPPLYING DIFFERENTIAL AIR PRESSURE TO GOMPARTMBNTS 0F SHIPS. APPLICATIONFILED MAR.15, 1912.

Patented Oct. '13, 1914.

Ill

a J/V 1 A TTOR/VEV UNITED STATES PATENT OFFICE.

FRANK JULIAN srneenn AND FRANK DESMOND SPRAGUE, or New YDRK, N. Y.

METHOD AND MEANS FOR AUTOMATICALLY APPLYING DIFFERENTIIIAL Ari-PRESSURET0 COMPARTMEN'IS or SHIPS.

To all tohom it may concern:

Be it known that we, -FaAN1; 'JULIAN Srnacon and FRANK DEsMoNn SPnAotm,

citizens of the United States, and residents of the borou h of Manhattanin the city and county of New York and s York, have invented certain-newand useful Improvements in the Method and Means for AutomaticallyApplying Differential Air- Pressure to Compartments of Ships, of whichthe following is a specification.

This invention relates to a system utilizing-air under pressure forsaving a vessel from further disablement or sinking after suffering anin'ury to one of its-compartments whether y grounding, collision,gunfire or torpedoattack.

As a measure of safety, the hulls of battle ships and-other vessels areof cellular construction, being divided into a large number of watertight compartments by the variou decks of the shi and longitudinal andtransverse water tig it bulkheads interposed between, the same.These-compare ments are connected by means of water tight doors whichare closed in time of actionor upon suffering-an injury, makin eachcompartment an air tight'fndividua l cell. The bulkheads vary greatlyin'stitfness and their ability to stand pressure. -At'certain givenintervals the ship may be' divided transversely by main transversebulkheads of exceedingly stiff and reinforced construction.

Such bulkheads may be located fore and'aft of the engine and boilerrooms, and are fully capable of withstanding any pressure that can bebrought to bear on them. The remaining, and in fact the large majorityof the bulkheads, however, are not of this constructio'n, and these, asalso the decks would be in danger of buckling or blowing out on theapplication of excessive hydrostatic or air pressure on one side alone.It follows that if a compartment is damaged so1that it becomes filledwith water, even though it be sealed oil from the other compartments,the vessel may not be saved, because the bulls heads may collapse underthe hydrostatic ressure- Or if compressed air were forced into theaffected compartment orcompart ments so as to' expel tie-Water, theairp'ressure being as great as the hydrostatic pres -sure,'might ihave thesame effect.

To' thisi-iendg the; invention comprises an I Specification of LettersPatent.

Application filed March 15, 1912.

tate of New- Serial No. 683,967.

automatic differential air system connecting adjacent compartments of aship. The system may be so arranged that, whenever a considerable ordangerous hydrostatic or air pressure is producedin any compartment, itsbulkhead and decks are sustained against buckling by the automaticintroduction into the adjacent con'ipartinents of air pressure lowerthan this excessive pressure but sulliciently high for the purpose,other air pressures, correspondingly or suitably stepped down beingautomatically introduced into the compartments next removed, ifnecessary, and so on, always automatically, until the pressures in thecompartments last supplied exceed atmospheric pressure by no more than asafe margin.

More especially the invention comprises a system whereby compressed airmay be supplied, either automatically or otherwise, to any in'uredcompartment or compartments, un er such pressure as to expel the watertherefrom, air under automatically differentiated or stepped downpressure being automatically supplied to adjacent compartments, and inthe same manner still furtherzs'tepped down to more remote compartments,according to the degree of pressure in the-original or in uredcompartment or com artments.

-T e system referably comprises oppositely acting di erential orreducing valves between the adjacent compartments, so that apredetermined excess of air pressure in any one will cause the air tofind entrance under reduced pressure into the adjacent compartments.

In its preferred embodiment, the invention comprises a system ofserially and reciprocally interconnected air lines having main orcut-oft valves for admitting compressed air to any one or more of thecompartments and automatic relief valves between the difi'erentcompartments adjusted to graduate the flow of air in any direction so asto protect the vertical and horizontal partitions from being strainedbeyond endurance.

A further object is to provide for automatic as well as for remotecontrol of the cut-off valves in conjunction with independentmaiiualcontrol thereof.

A still further object is to provide for storage and automaticreplenishing of the Patented Oct. 13, 1914:.

air for the differential supply line in combination with dual systems ofenergy for controlling the same.

One of the more specific features of the invention is a simple,etficient double acting differential valve, controlling the flow of airtherethrough.

Another feature is' the provision of the terminals of the compressed airlines in the different compartments with automatic check nozzles whichpermit egress of air but not ingress of water, air or foreign matterinto said air lines.

Systems for supplying compressed air to submerged portions of ships.damaged by grounding or collision, gun or torpedo attack, heretoforeattempted have depended upon manual control for graduating the pressuresaccording to the strength of the bulkheads and decks dividing thecompartments. By possible incapacitating of this control at the crucialmoment, during battle or accident, the entire system would be renderedinoperative. Also due to confusion or excitement, an excessive airpressure may be imposed upon the partitions of the injured or any of theother compartments to an extent that would endanger the whole structurethe same as the influx of water at the corresponding pressure would beliable to do.

The present invention is designed to supply the maximum amount ofcompressed air as rapidly as possible without injury to the divisional.bulkheads and decks. The air pressures in a damaged compartment andthose adjacent thereto, as well a's'the compartments farther awaytherefrom are graduated automatically by means of differential valveshaving predetermined adjustment according to the resisting power of thebulkheads and decks. These differential valves areinterposed in a systemof pipes serially and reciprocally interconnecting all the compartmentsof the ship located either at or below the water line, in such a mannerthat no matter what compartment or supply of air therefor isincapacitated, the adjacent compartments with their air pressures willprevent the total disablement of the ship. T he air through thisdifferential system can be applied automatically by the rising of thewater w thin a damaged compartment or from a remote part of the ship orby direct manual operation, either of these controls being independentof each other.

In the drawings hereto anneXedFigure 1 is a sectional plan view on theline 1-1 of Fig. 2, showing diagrammatically the differential air s stemapplied to the after-lower platform deck of a modern battle ship. Fig. 2is a cross section on the line 2-8 of Fig. 1 looking aft in thedirection of the arrows, showing diagrammatically the connection betweenthe vertical and horizontal air lines.

Fig. 3

bulkhead dividing the engine and boiler is an enlarged sectional detailView of one form of the diiferential valves interposed in the air lines.Fig. i is an enlarged sectional detail view of one form of checknozzlesfor terminating each air line. Fig.

5 is an enlarged sectional detail view of one form of the cut-off valvescontrolling each branch air-line. Fig. 6 is a section on the line 6-6 ofFigs. 3 and ii: in the direction of the arrows, and Fig. 7 is adiagrammatic view of the automatic as well as the remote electricalcontrol of the air lines, showing the air storage and replenishingapparatus in conjunction with duplicate electrical ene gy Systems. 7

For purposes of illustration the accompanying drawings represent abattle ship, of which 10 is the side armor, 11 the frames f the hull and12 the armored, reinforced rooms from the rear portion of the ship. Thesystem as diagrammatically illustrated in its preferred embodiment andthe preferred construction of certain of its parts will now be brieflydescribed. It will be understood, however, that this description is notto be taken in a limiting sense, and that numerous other embodiments andforms of construction are possible.

Fig. 1 represents, a portion of the platform deck, the compartmentsrepresented are lettered a, b, 0, (Z, c, g, h, i, j, is, l, m, n'and 0respectively, compartments (1 and Z) are protected by the stout bulkhead12. Fig. 2 represents three decks, showing compartments d, f, g, c and cof the platform deck, p, g and rof the deck above, and s and t of thedeck below. Each deck may have a main air line running longitudinallythereof. Such a main air line is indicated at 13 for the platform deck,another at 130 for the deck above, and another at 013 for the deckbelow. The main air line or lines are connected with any suitable sourceor reservoir of compressed air, as a pump 15 driven by an electric motor16 and compressing air into a reservoir or tank 14, from which the mainline or lines extend (Fig. 7). Obviously thcre niay be more than onesource or reservoir of compressed air. Branch lines "0 r &c'. lead fromthe main air line or lines and open'into the several compartments byterminals 10. Each branch is preferably opened and closed by a main orcutofi valve :1, so that air may be admitted in the first instance toanyone or more of the compartments. The several branch lines are crossconnected both horizontally and vertically by connecting lines 7 havingoppositely acting differential or relief valves 2 therein. Thesecross-lines y connect the branch lines in advance or beyond their valves:0, that is, between these valves and the terminals 10.. The severaldifferential valvcszare initially set to open at pressures previouslydetermined uponin accordance with the strength of bulkheads and decksand other condi tions. For better understanding, is the branch line forcompartment 0, 4: for com- 5 partment d, '0 for compartment e, 'v forcompartment f, *v" for compartmentg, o" for compartment h, a) forcompartment 2', o" for compartments 7', o" for compartment in, 'v forcompartment l, v for compartment m, 12 for compartment n, o" forcompartment 0 '0 for compartment p, 'v for compartment g, o forcompartment 1', 'v" for compartment 8, and 'v for compartment t.

The system can best be comprehended b considering the operation thereofwith re erence to any one-of the compartments. Suppose compartment 0 tobecome damaged 1 and it required, say, '20 lbs. air ressure to 1 keepthe inrushing water out. First cut-off valve a2 pertaining to thiscompartment would be opened, either automatically by the water, byremote electrical control or manually,"as will be more particularlydescribed hereinafter. Air-would then flow through branch liner)- andissue through terminal nozzle 40 into compartment 0. he differentialvalve 2" set, say for a differentiation of 5 lbs.,:wou d permit the airto enter branch line- 'v and thence issue through nozzle w intocompartment e, at

15 lbs. pressure. The air would also open differential valve 2, whichmay be set for a differential of 10 lbs. by virtue of the factthat-thebulkheads between compartments 0 undo and e and'z' could withstand awider range of differentiation; and the air would issue through nozzleto, into said compartment 5, at 10 lbs. pressure. The differential valve2, set ata differential of 5 lbs. would permit the airto issue alsothrough nozzle w into compartment g at 10 lbs. pressure. Thedifferential valve 2, also would permit air to issue through nozzle winto compertinent f at 5 lbs. pressure, which the bulkieadbetween'compartments f and d is su posedly' strong-=enough to withstand.-T e compartment" would be su plied through nozzle w wit air raduate to5 lbs. pres sure stepped down t rouglreither of thedifferential valves 2or z. The pressure of air prevailing in branch line '1) seeks its wayout throughdifferential 2'" and issues through w, intocompartment k,stepped down tea-pressure of 5 lbs. per square inch.

It will be understood that the foregoing figures arepurely-illustrative. The terminal pressure isreached when the steppeddown air1supplyisunable to overcome theforce ofthe springsi*in"the finalvalves 2 in the surem'ay vary by any amounts. In the same referenceto;any'-- compart ment'- as initially "supplied-or high pressu'recompartment ma y severalseries; The differentiation of pres--m'anneraithe operationof the system with,

"*c traced- In any case tho relative positions ofthe cut-off anddiiferential relief valves is'such, that opening of any cut-oif valveadmits air directly to the corresponding compartment and ermits it toflow along various-paths, horizontally and vertically, including seriesof the relief valves, which allow the air to enter successively toadjacent'and more remote compartments as the ressures=rise. i'hearrangement is preferab y such, that the air is compelled to openonlyone differential relief valve between; any two adjacent compartments.

It vis'un'dersto'od that air lines can be laced in armoredcgalleries, asconventional or piping on boar war vessels, without interfering with therelative disposition of the connections.

In the verticalsection (Fig. 2), the compartments a, e, g and and (1'correspond to .those shown in plan ig. 1, the air in passing line 11 outthrough nozzle w also enters the riser line y, passing throughdifferential valve a -where it is stepped down 10.15 lbs. pressure andfollowing air line a), where it issues through nozzle to" intocompartment 1*. As before stated the air was delivered through line a)"and nozzle w at 15 lbs. pressure- It passes from said line through risery, and differential valve .2, issuing through nozzle w,- intocompartment 7) at 10 lbs. pressure. From the line 1) it asses throughdrop line y, being stepped down through differential valve 2, andissuing through nozzle '20 into compartment t at 15 lbs. pressure. Thedifferentiation of pressures between compartments t and s as well asthrough other horizontally adjacent compartments is taken care of by thehorizontal air lines which are obviously duplicated for each deck levelin conformity with the specific arrangement of the compartments." Thesame applies to the vertical risers and droplines throughout thestructure of the ship.

' In Fig. 7 the main air line 13 is shown connected up with a tank 14which is charged'by an air compressor 15 that is driven by an electricmotor 16 which is on the shipslighting circuit 75. Said motor 16' canalso get its power, from a storage battery-76,"that is also floating onthe lighting circuit. When the pressure falls in the tank 14a pressureoperated switch 77, actuated by the spring -opposed pneumatic cylinderand piston device 17 connectedup with said tank will start the motorgoing, and when the desired pressure-has" been reached thepiston willbreak "the circuit and stop the motor. Accidental overcharging of thetank 14. is prevented by'opening of the relief valve 18. Automatic meansare provided for opening the'main'cut-'oif-valves min branch lines e,which 'meanscomprise a pair of electrodes 78 in each -compartment,which'when the water rises therein closes one of the branches of a relaycircuit 79, fed from either the storage battery 76 or lighting circuit75. Said circuit when closed energizes a primary sensitive solenoid 80which closes a contact switch 81, that in its turn throws the current onthe corresponding branch of a parallel circuit 82, energizing asecondary powerful solenoid 83. The latter actuates a pilot valve 84,which is in a sub-branch air line 85, connected up with the main airline 13. Air is then admitted to a pneumatic cylinder 86 open to theatmosphere at one end and having a piston 87 attached to the projectingvalve spindle 88 of the cut-05 valve ac. The air pressure on said piston87 will open the valve whereby the air is thrown into the damagedcompartment. The end ofthe spindle S8 is provided with a contact switch89' which closes the corresponding branch of a signal circuit 90, thatis also fed by the battery or from the ships lighting circuit. Lamps 91or other signal deviccs'are interposed in the branches of the 2S circuit90. to indicate the osition of the cut-,

oii valve' The solenoids 83 are also included in branches 92 of thecircuit 82. The terminals of these branches are connected up 1 with handoperated knife switches 93. Such switches may be disposed in anydesirable portion of the ship, as at the navigating bridge, conningtower or engine room. Thus, the cut 0E valves 4v may be opened from adistant point to admit air to any one or more of the compartments. Inwhat even manner the valves may be operated the signals 91 indicatewhether they have 7 opened and which compartments are affected.\Vhenevercurrent is on the circuit 82, as the result, either of theclosing of one of the switches 93 or the connecting of the electrodes 78by salt water, it flows by conductors 94;, included in that circuit,through a solenoid 05, which closes a switch 96, to start the motor 10.In this way the air compressor is automatically started upon opening ofany one or more of the valves 02: The

dual controls, as 1777 and 95 96 insure starting of the motor 16 even ifone of them were out of order. The valves are adapted to be openedmanually by hand wheels 97 independently of automatic or remote control.

Fig. 3 illustrates the preferred form of differential valve 2, the samecomprising a body or casing 100 divided centrally by a partition 101,provided with oppositely disposed seats 102 coacting with oppositelyacting valves 103 of puppet or mushroom type.

60, Each valve has a stem 104 slidable in a guide 105, said guide beingadjustable in a bonnet r106 received in the casing 100. A spring 107between the guide and the valve holds the latter to the seat 102. Thetension of the spring is varied by adjusting the guide 105,

air to the compartments, to prevent water or ervoir of air underpressure, and means for which is provided with a squared shank 108 forapplying a wrench. A cap 109 engages the said guide 105 to lock thelatter and make a tight joint with the bonnet 106. Sockets 110 arethreaded to receive the cross air line pipes \Vhile the two oppositelyacting valves of each pair are preferably located in one air line, thisis not essential, furthermore, a single valve may be made to play thepart of two.

Fig. 4 illustrates one of the check nozzles -20, for terminating thebranch lines o in the several compartments. t comprises a body or casing115, having perforations 116, for escape of air, and a metallicgauze-mantle 39 117 to prevent solid matter from entering the casing toeilect a proper seating of valve 103?- on seat 102. Said valve has astem 10%? slidable in a guide which is adjustable in a bonnet 106*. Thevalve is seated 5 by a spring 107 There is also a cap 109*.

'These elements are shown similar to those of the difieren'tial valve 2.The spring 10'? is adjusted so that the air pressure of a pound or afraction thereof will overcome its force. 99 is a socket for the pipe2;. The main cut-oil or controlling valve :0 shown in Fig. 5, comprisesa body 120 hav ing a seat 121. A bonnet 122 fastened to the said body120 slidably receives stem 123 of 95 a valve 124 which cooperates withthe seat 1.21. The stem 123 is prevented from rotating by a pilot screw125 engaging a groove 126 in said stem. The latter is slidable a yoke127 which is secured to the bonnet 122. A spring 128 keeps the valveclosed. The hereinbefore mentioned handwheel 97 is in threadedengagement with the'valve stem 123. Exerting thrust against the yoke127, it pulls the valve 124; away from the seat 121, when rotated. Acollar 130 pinned to the stem 123 prevents the handwheel 97 fromunscrewing when turned in the opposite direction. The extension 88 ofthe valve stem 123 is connected up with the piston 87 of the aircylinder86, as hereinbefore mentioned.

t is obvious that provisions would be 'tnade to automatically seal orcheck ventilation conduits or other independent supply of 115 compressedair from backing out through such pipes.

Having described our invention what we desire to secure by LettersPatent and claim is: i 1. The combination with the fluid tightcompartments of a vessel, of means for supplying compressed air to theseveral compartments, and reversibly operative means capable ofeffecting automatic differentiation of the air pressures therein inaccordance with their respective distances from an injured compartment.

2. The combination with the fluid tight compartments of a vessel, of asource or resadmitting air therefrom intothecompartments under pressuresgraduated serially with respect to the pressures-in anyone or more ofthem, said means being" capable of compartments of a vessel, of a sourceor reservoir of compressed air, and means for admitting air therefrom toany one of the compartments when injured to expel the water, and at thesame time automatically admitting the air under differentiated pressuresserially into adjacent compartments more or less remote according as theinitial pressures increase.

5. The combination with the fluid tight compartments of a vessel, ofmeans for producing air pressures in the compartments, and relief valvescapable of differentiating the pressures in opposite directions betweensaid compartments.

6. The combination with the fluid tight compartments of a vessel, of asource or reservoir of compressed air, air lines opening into theseveral compartments, and differential relief valveso crating tograduate the flow of air in one irection or the other between adjacentcompartments.

7. The combination with the fluid tight compartments of a vessel, of asource or reservoir of compressed air, interconnected air linesdelivering into the several compartments, and automatic relief valvesacting oppositely to differentiate the flow of air-in one direction orthe other through the connections of said air lines.

8. The combination with the fluid tight compartments of a vessel, of asource or reservoir of compressed air, interconnected air linesdeliverin into the several com artments, relief va ves in theconnections t ersof capable of differentiating the pressures in reversedirections, and check valves in the deliver portions of saidconnections.

9. Tie combination with the fluid tight compartments of a vessel, of asource or resvoir ofcompressedair, airlines connected therewithdeliverin intothe several compartments relief va ves capable of actingin opposite directions in said air lines, and screened outlets at theterminals of the severallines. I

10. The combination .with the fluid tight compartments of. a vessel, ofa source or're's ervoirofeom ressed air, air lines-opening compartments,cutv-ofi valves.

into the sever for said air lines, and oppositely acting relief valvesoperating automatically to differentiate the pressures between thecompartments in all directions.

11. The combination with the fluid tight compartments of a vessel, of anair-pump. an air tank connected therewith, a main line leading from saidtank, branch lines opening into the several compartments, cut-off valvesfor" the several branches, and relief valves capable ofgraduating theair pressures in variable amounts between the compartments in oppositedirections.

12. The combination with the fluid tight compartments of a vessel, ofmeans for producing air pressures in the several com artments, andrelief devices capable of difl'erentiating the pressures, between thecom )artments in reverse directions, each of sai devices comprising acasing and two valves tharein responsive to pressures from either s1 e.

13. The combination with the fluid tight compartments of a vessel, of asource or reservoir of compressed air, and a system of interconnectedair lines communicating with the several compartments, said air linesincludin relief valves constructed and arrange to graduate the flow ofair between the compartments oppositely in predetermined proportions.

- '14. The combination with the fluid tight compartments of a vessel, ofa source or reservoir of com ressed air, conduits connected therewith anopening into the seve'ral'compartments, valves for opening and closingsaid conduits to admit air to the corresponding compartments, and airlines connecting said conduits beyond their said valves,said airlines'containing relief valves operating to diflerentiate the pressureeither way from one compartment to another.

15. The combination with the fluid tight comparti'nents of a vessel, ofa source or reservoir of compressed air, means for automaticallyadmitting air therefromto any compartment, and'automatic means forconveying predeterminedly differentiated air pressures into adjacent andmore remote compartments serially and reciprocally.

16. The combination'with the fluid tight compartments'of a vessel, of asource or reservoir of com ressed air, air lines'serially and reciprocaly connecting theseveral compartments, cut-off valves therefor, reliefvalves capable of ditferentiatin the pressure of air flowing throughsaid lines in either direction, and means controlled by water in any ofthe compartments for causing the openin of the cut-off valve thereof.

17. The-com ination with the fluid tight compartments of a. vessel, of asource or reservoir of compressed air, air lines opening into theseveralcompartments, means for differentiating the air pressures through saidlines serially and reciprocally, cutpli valves therefor, and automaticmeans for opening said cut-ofi' valves.

18. The combination with the fluid-tight compartments of a vessel, of asource or reservoir of compressed air, air lines communicating with theseveral compartments, valves for admitting the air into the severalcompartments, electric circuits controlled by water in the severalcompartments, relays in -auid circuits, other circuits controlled byiaid relays, and devices in the last named circuits for operatin saidvalves.

19. The combination with the fluid tight compartments of a vessel, of asource or res-- u n a I GIVOH' of compressed 3.11, arr linescommunicating with the several compartments, valves for admitting theair into the several compartments, electric circuits controlled by waterin the several compartments, relays in said circuits, other circuitscontrolled by said rela s neumatic devices for o eratin 7 said valves,other valves for admitting air to said pneumatic devices, and devices inthe said other circuit for operating the last mentioned valves. 7

20. The combination with the fluid tight compartments of a vessel, of asource or reservoir of compressed air, air lines'communieating with theseveral compartments, valves for admitting the air into the several co1npartments, means including electric circuits and devices for automaticand distant control of said waives, and independent normal means foroperating the valves.

21. The combination with the fluid tight compartments of avessel, of asource or reservoir of compressed air, valves for admitting air to theseveral compartments, signals at a distant point, and electricconnections whereby said signals are operated by said valves.

22.. The combination with the fluid tight compartments 0 a vesel, of asource or reservoir of compressed air, valves for admitting the air tothe several compartments, signals at a, distant point indicating the 1several compartments, electric circuits controlled by water in theseveral compart- 5'0,

mer ts, connections whereby said circuits cause the opening of saidvalves, and other connections whereby said signals are also operated.

23. The combination with ,the fluid tight compartments of a vessel, of asource or'reservoir of compressed air, air lines communicating with. theseveral compartments and valves for admitting the air thereto, an aircompressor, a motor for, driving the same, and means actuated by theopening of any of said valves for starting said motor.

24:. The combination with the fluid tight compartments of a vessel, of asource or res- .ervoir of compressedair, air lines communicating. withthe several compartments and valves for admitting-.tneiair thereto, anair compressor, a motor for driving the same, means actuated byaxiall inpressure in the system for startingsaid motor, and means for startingsaid motor upon operation of saidvalves to admit air to anyone or moreof the compartments.

25. The combinationwith the. fluid tight compartments of a vessel,ofmeans for producing air pressures in the. compartments, and means forautomatically differentiating said air pressures in a predetermined vratio with respect to the strength of any one or more of thecompartments and to the direction of application of the pressures.

26.- The combination with the fluid tight -compartments of a vessel, ,ofa meteor reservoir of compressed air, air lines serially andreciprocally connecting the several compartments, cut-ofl' valvestherefor,

relief valves operating to difi'erentiate the air pressure in oppositedirections, and electric means controlled by water in any of thecompartments for causing the opening of the cut-off valve thereofr 27.The combination wi h the fluid tight compartments of a vessel, of meansfor producing air pressures therein, air. conduits serially andreciprocally interconnecting the several compartments, and automaticrelief valves in said conduits operating to differentiate the airflowing into'sai'd compartments, said valves being capable of adjustmentto graduate the air in variable amounts in reverse directions.

28. The combination with the fluid tight compartments of a vessel, ofmeans for producing air pressures in the several compartments, andrelief valve devices between said compartments capable of automaticallydifferentiating the pressures in reverse directions, each of saiddevices comprising a casing having openings for inlet and outlet,

for automatically introducing stepped down air pressure successivelyeither way through the same lines into adjacent and more remotecompartments.

30. The combination with the fluid tight compartments of a vessel, of asource or reservoirof compressed air, a system of serially andreciprocally interconnected air lines having outlets into the severalcompartments, relief valves capable of differencuits.

outlets into adjacent and more remote compartments.

31. The combination with the fluid tight compartments of a vessel, of asource or reservoir of compressed air, air lines communicating with theseveral compartments,

valves for admitting the air into the several compartments, pneumaticdevices for operating said valves, pilot valves for admitting air tosaid pneumatic devices, circuits including means for operating saidpilot switches controlling said cir-- valves and 32. The combinationwith the fluid tight compartments of a vessel, of a source or reservoirof compressed air, air lines communicating with the severalcompartments, valves for admitting the air into the severalcompartments, pneumatic devices for operating said valves includingpistons connected with the stems thereof, and operating hand-wheelshaving engagement with said valve stems and movable therewith under theaction pf said pistons.

33. The combination with the fluid tight compartments of a vessel, of asource or reservoir of compressed air, valves for admitting air to theseveral compartments, means for automatically opening the valve of anycompartment in case of injury to the latter, signals at distant points,and electric connections whereby a corresponding signal is operated uponthe opening of any of said Valves;

34:. The combination with the fluid tight compartments of a vessel, of asource or reservoir of compressed air, air lines connectin with theseveral compartments and va ves for admitting air thereto, an aircompressor, a motor for driving the same, and means actuated by a fall.of pressure in the system for automatically starting said motor toreplenish the air source v 35, The combination with the fluid tightcompartments of a vessel, of means for producing air pressures therein,air lines between the several compartments, and auto-, maticreliefvalves in said air-lines, said valves being capable of diflerentiatingthe airpressures in reverse directions, whereby the several compartmentsare serially and reciprocally interconnected with respect to the airpressures.

Signed in the borough of Manhattan in the county'of New York and Stateof New York this 12th day of March A. D. 1912.

FRANK JULIAN SPRAGUE. FRANK DESMOND SPRAGUE.

Witnesses:

B. MCLAUGHLAN, D. M. MACKAYE.

copies of this patent may be obtained for five cents each, by addressinthe Commissioner of Patents,

Washington, D, C.

